U.S. patent application number 09/964020 was filed with the patent office on 2003-03-27 for cargo handling system for aircraft compartments.
Invention is credited to Afghani, Behrooz, Korb, William N., Medina, Miguel A., Okamoto, Karlton K., Royal, Alonzo, Saggio, Rosario.
Application Number | 20030057326 09/964020 |
Document ID | / |
Family ID | 25508031 |
Filed Date | 2003-03-27 |
United States Patent
Application |
20030057326 |
Kind Code |
A1 |
Medina, Miguel A. ; et
al. |
March 27, 2003 |
CARGO HANDLING SYSTEM FOR AIRCRAFT COMPARTMENTS
Abstract
A cargo handling system for cargo compartments utilizes a cargo
container which rides along restraining guide rails and on top of
rollers situated within and projecting slightly above structural
members which are attached to roller possessing cross tracks. The
cargo handling system utilizes an omni directional panel just
inside the cargo door to facilitate loading, unloading, and
rotational alignment of the cargo containers with the guide rails
and rollers. Cargo locks situated within the roller channels and
the omni directional panel secure the cargo containers in a
longitudinal direction of the aircraft fuselage while a side latch
within the omni directional panel secures cargo containers
vertically, and in a lateral direction. An automatic anti-rollout
restraint prevents the cargo container from rolling out of the
aircraft while the cargo containers are being loaded or unloaded.
Optionally, a power drive unit automatically moves the cargo
containers along the rollers.
Inventors: |
Medina, Miguel A.; (Canoga
Park, CA) ; Royal, Alonzo; (Torrance, CA) ;
Saggio, Rosario; (Arcadia, CA) ; Korb, William
N.; (Orange, CA) ; Afghani, Behrooz;
(Huntington Beach, CA) ; Okamoto, Karlton K.;
(Long Beach, CA) |
Correspondence
Address: |
HARNESS, DICKEY & PIERCE, P.L.C.
P.O. BOX 828
BLOOMFIELD HILLS
MI
48303
US
|
Family ID: |
25508031 |
Appl. No.: |
09/964020 |
Filed: |
September 26, 2001 |
Current U.S.
Class: |
244/137.1 |
Current CPC
Class: |
B64D 9/003 20130101;
B64D 2009/006 20130101; B64D 9/00 20130101 |
Class at
Publication: |
244/137.1 |
International
Class: |
B64D 001/08; B64C
001/22; B64D 009/00 |
Claims
What is claimed is:
1. A cargo handling system for a storage compartment of an aircraft
comprising: a plurality of structural channels disposed upon a
floor of the aircraft storage compartment; a plurality of cross
channels transversely disposed on the storage compartment floor of
the aircraft, wherein said cross channels are connected to said
structural channels; a plurality of rollers located within said
structural channels, wherein a portion of said roller is disposed
above said structural channel; a cargo container for holding cargo
while it is in the storage compartment, said cargo container
designed to roll upon said rollers; a plurality of guide rails
attached transversely to said cross channels and situated parallel
to said roller channels; and a plurality of cargo locks located
within said structural channels, wherein said cargo locks restrain
the cargo containers in a direction parallel to said fuselage.
2. The cargo handling system of claim 1 further comprising an omni
directional panel for orienting said cargo container upon placing
the cargo container into the storage compartment, wherein said omni
directional panel permits orienting the cargo container 360 degrees
about an axis perpendicular to said omni directional panel.
3. The cargo handling system of claim 2 further comprising a side
latch located within said omni directional panel, proximal to a
cargo door, wherein said side latch restrains said cargo container
in a lateral direction and in a vertical direction during aircraft
flight.
4. The cargo handling system of claim 2 further comprising a biased
anti-rollout restraint located within said omni directional panel
to restrain said cargo containers in a lateral direction.
5. The cargo handling system of claim 4 wherein said anti-rollout
restraint is biased in a lateral direction and pivots about an axis
parallel to the aircraft fuselage.
6. The cargo handling system of claim 1 wherein said guide rails
insert into a re cession of said cargo container to prevent
vertical movement of said cargo containers.
7. The cargo handling system of claim 1 wherein said rollers have a
crowned exterior surface.
8. The cargo handling system of claim 2 wherein said omni
directional panel includes a plurality of caster rollers, said
caster rollers permitting rotation 360 degrees about an axis
perpendicular to said omni directional panel.
9. The cargo handling system of claim 1 further comprising a power
drive unit wherein said power drive unit mounts between said
structural channels and is used to position the cargo containers
within the storage compartment.
10. The structural channels of claim 1 wherein said structural
channels are in the shape of a C section with an upwardly facing
channel.
11. An aircraft cargo handling system for moving cargo containers
within an aircraft cargo compartment comprising: a plurality of
roller channels, wherein said roller channels include a structural
C channel disposed on a floor of the aircraft fuselage with an
upwardly facing channel; a plurality of rollers located within each
of said upwardly facing channels, wherein a portion of said roller
is disposed above said roller channel; a plurality of cross tracks
attached at right angles to said roller channels, wherein said
cross tracks contain rollers; a plurality of guide rails attached
transversely to said cross tracks and situated parallel to said
roller channels; a plurality of cargo locks located within said
roller channels, wherein said cargo locks restrain the cargo
containers in a direction parallel to said fuselage; and a side
latch wherein said side latch restrains the cargo container in a
vertical and lateral directions.
12. The cargo handling system of claim 11 further comprising an
anti-rollout restraint located within said omni directional panel,
adjacent to a cargo door, to restrain the cargo container in a
lateral direction.
13. The cargo handling system of claim 11 further comprising an
omni directional panel for orienting the cargo container upon
placing the cargo container into the storage compartment, wherein
said omni directional panel permits rotation of the cargo container
360 degrees about an axis perpendicular to said omni directional
panel;
14. The cargo handling system of claim 11 wherein said anti-rollout
restraint is biased in a lateral direction.
15. The cargo handling system of claim 11 wherein said guide rails
insert into a recession of the cargo containers to prevent vertical
and lateral movement of the cargo containers while the cargo
containers are on said rollers.
16. The cargo handling system of claim 11 further comprising at
least one power drive unit between said roller channels to move the
cargo containers on said rollers.
17. The rollers of claim 11 wherein said rollers have a crowned
exterior surface.
18. The omni directional panel of claim 13 further comprising a
plurality of caster rollers, said caster roller rotating 360
degrees about an axis perpendicular to said omni directional
panel.
19. The guide rails of claim 11 wherein said guide rails protrude
into a recession of the cargo containers to restrain the cargo
containers in a lateral direction and in a vertical direction.
20. The cross tracks of claim 11 where in said cross tracks contain
rollers for supplementing the support and movement of the cargo
containers.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a containerized cargo
handling system and, more particularly, to a containerized cargo
handling system for aircraft cargo compartments.
BACKGROUND OF THE INVENTION
[0002] Cargo handling systems (CHS) are typically used in a variety
of applications to move or situate cargo in a particular area
whether the system moves cargo on the ground or within one of many
different vehicles such as a ship, truck, or aircraft. While
current aircraft cargo handling systems or methods have generally
proven to be satisfactory for their applications, each is
associated with its share of limitations.
[0003] One such limitation pertaining to cargo loading and
associated cargo packing within aircraft cargo compartments is the
extraordinary amount of manual labor necessary to efficiently load
an airplane cargo compartment. Due to a variety of cargo package
sizes, maximizing the cargo compartment volume proves to be
particularly tedious. The problem of efficiently utilizing the
volume of aircraft cargo compartments has been addressed by
utilizing manual labor to enter the cargo compartment to situate
and precisely pack the cargo compartment to ensure that cargo
compartment volume is efficiently utilized.
[0004] Another problem associated with aircraft CHS relates to
securing the cargo in its stowed position. Securing cargo within an
aircraft cargo compartment is important since cargo shifting occurs
during aircraft takeoffs and landings, mid-flight ascents and
descents and during a multitude of random in-flight air-turbulent
events. The problem of securing the multitude of different cargo
package sizes within cargo compartments is presently solved by
securing cargo packages with tie-down cords or nets that are
attached to the interior of the aircraft fuselage. These cords and
nets are typically placed on each individual package or by securing
zones throughout the cargo compartment. Despite this security
measure, cargo shifting results since the cargo boxes, many of them
being standard cardboard, abut each other, and a shift in one cargo
box usually results in a shift of an adjacent box. This horizontal
and vertical shifting causes cargo loads to become unsecured,
potentially resulting in cargo damage.
[0005] Prior art solutions to the above problems encompass the
implementation of a conveyor system built into the floor of a
particular aircraft cargo compartment. This conveyor system is
typically referred to within the airline cargo industry as a "magic
carpet". While the magic carpet may move cargo packages across an
aircraft cargo compartment floor more quickly, manual labor must
still be used to situate the cargo within the cargo compartment.
Additionally, the system is inflexible because it is fixed within
the cargo compartment floor and cannot be removed or altered
without drastic changes to the aircraft floor. Additionally, while
the task of loading an aircraft cargo compartment is accomplished
from an aircraft cargo door with the magic carpet moving the
packages along the cargo compartment floor, cargo personnel are
still necessary to cure cargo jams and to reorient packages that
become lodged on the conveyor or loaded inefficiently.
Additionally, the magic carpet does not alleviate the problem of
making efficient use of a cargo compartment from the cargo floor to
the cargo ceiling. This task is still accomplished with manual
labor. Furthermore, the magic carpet is not cost effective because
the system is built into the floor of the aircraft cargo
compartment and presents not only a high installation or purchase
cost, but also high maintenance costs since the system employs a
multitude of moving parts consisting of electrically actuated
motors or hydraulic systems, many of which are located under the
cargo compartment floor.
[0006] Still yet another problem associated with cargo loading
systems is that all loading typically takes place piece by piece at
an aircraft cargo door. This presents several problems. First,
cargo loading must be done in inclimate weather causing airline
personnel to brave the elements for particularly long periods of
time depending upon the number of packages to be loaded. Second,
the cargo may also be subjected to the elements potentially causing
cargo damage. Whether or not the particular aircraft is equipped
with a magic carpet, the packages must still be placed individually
into the aircraft.
[0007] Accordingly, there is a need for a cargo handling system
that does not suffer from the above limitations.
SUMMARY OF THE INVENTION
[0008] In accordance with the teachings of the present invention, a
cargo handling system (CHS) for aircraft cargo compartments is
disclosed. The system provides a plurality of structural or roller
channels that contain a plurality of rollers on which a cargo
container travels. The system also provides a plurality of
roller-containing cross channels, transversely situated on the
cargo compartment floor, to connect and provide rigidity to the
structural channels and secure the CHS to an underlying aircraft
support structure. Additionally, the CHS provides an omni
directional panel connected to the structural channels and situated
at a cargo compartment door. Furthermore, the CHS provides a cargo
container with a lower, side recession to interact with guide rails
attached to the CHS and prevent the cargo container from shifting
side to side (transverse to the roller direction) and vertically
within the cargo compartment. Also restricting movement and part of
the CHS are a series of cargo locks that hold each cargo container
in place with respect to aircraft forward and aft directions, a
side latch to secure the cargo containers near the cargo
compartment door, and an anti-rollout restraint to prevent the
cargo containers from rolling outboard of the aircraft upon loading
and unloading. Finally, the CHS contains an optional power drive
unit (PDU) to assist in moving the cargo containers deeper into and
out of the cargo compartment.
[0009] Further areas of applicability of the present invention will
become apparent from the detailed description provided hereinafter.
It should be understood that the detailed description and specific
examples, while indicating the preferred embodiment of the
invention, are intended for purposes of illustration only and are
not intended to limit the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The present invention will become more fully understood from
the detailed description and the accompanying drawings,
wherein:
[0011] FIG. 1 is a side view of a passenger or freighter aircraft
with the locations of exemplary cargo compartments shown in
phantom;
[0012] FIG. 2 is a plan view of a cargo handling system according
to the principles of the present invention;
[0013] FIG. 3 is a perspective view of a cargo compartment
containing a cargo handling system according to the principles of
the present invention;
[0014] FIG. 4 is an enlarged perspective view of a cargo
compartment showing an optional power drive unit according to the
principles of the present invention;
[0015] FIG. 5 is an enlarged perspective view of an omni
directional panel showing an omnidirectional roller and a cargo
lock according to the principles of the present invention;
[0016] FIG. 6 is a perspective view of an omni directional panel
showing a side latch, rollers, and an anti-rollout restraint
according to the principles of the present invention;
[0017] FIG. 7 is an enlarged view of a caster roller according to
the principles of the present invention;
[0018] FIG. 8 is a perspective view of a cargo container according
to the principles of the present invention;
[0019] FIG. 9 is a front view of the cargo container of FIG. 8
illustrating how the cargo container rides on the rollers and
interacts with the guide rails of the present invention;
[0020] FIG. 10 is an enlarged view of the encircled area 10 of FIG.
9;
[0021] FIG. 11 is a side view of a cargo container of FIG. 8
illustrating how the cargo locks engage to secure a cargo
container;
[0022] FIG. 12 is an enlarged view of a cross channel showing two
rollers and a guide rail according to the principles of the present
invention;
[0023] FIG. 13 is a plan view of a cargo compartment showing
representative cargo containers in their stowed and secured
positions;
[0024] FIG. 14 is a perspective view of the cargo lock device shown
in the retracted position;
[0025] FIG. 15 is a side view of the cargo lock device of FIG. 14
shown in the retracted position;
[0026] FIG. 16 is a side view of the cargo lock device in a
partially extended position according to the principles of the
present invention;
[0027] FIG. 17 is a side view of the cargo lock device in a fully
extended position according to the principles of the present
invention;
[0028] FIG. 18 is a side view of the anti-rollout restraint
according to the principles of the present invention;
[0029] FIG. 19 is a perspective view of the side latch device shown
in the latching position;
[0030] FIG. 20 is a side view of the side latch device of FIG. 19
shown in the retracted position; and
[0031] FIG. 21 is a side view of the side latch device shown in the
latching position.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0032] The following description of the preferred embodiment(s) is
merely exemplary in nature and is in no way intended to limit the
invention, its application, or uses.
[0033] FIG. 1 shows a representative commercial passenger or
freighter aircraft 10 with a fuselage 12, aircraft forward portion
14, and aircraft aft portion 16. Additionally, the locations of
forward cargo compartment 18, and aft cargo compartment 20 with
cargo doors 22 and 24, respectively, each house a cargo handling
system (CHS) 26 (FIG. 2) of the present invention. Aft cargo
compartment 20 will be used as the representative cargo compartment
for the basis of this detailed discussion, although those skilled
in the art will recognize that nearly any available area of the
aircraft 10 may serve as a cargo compartment and possess the
potential of accepting a CHS 26 according to the principles of the
present invention.
[0034] Generally, the aft cargo compartment 20 possesses a CHS 26
as shown in FIGS. 2-4. With continued reference to FIGS. 2-4, the
CHS 26 of the present invention mounts to a cargo compartment floor
28 which is supported by an aircraft substructure 30 (FIG. 3). The
CHS 26 includes a plurality of structural channels 32, also
referred to as roller channels, generally in the form of a
C-channel. A plurality of cross channels 34, extend perpendicular
to channels 32. An omni directional panel 36 is provided in
communication with the structural channels 32. Guide rails 38
extend along opposite sides of the cargo compartment floor 28. A
plurality of rollers 40 are disposed on the cross channels 34 and
structural channels 32. A plurality of cargo locks 42 are disposed
on the structural channels 32. In greater detail to better depict
their position and operation, FIG. 5 shows a cargo lock 42
positioned in an omni directional panel 36, along with a plurality
of caster rollers 48, also shown in the enlarged view of FIG. 7.
Continuing, FIG. 6 shows an omni directional panel 36 including a
side latch 44, an anti-rollout restraint 46, and rollers 40.
Additionally, the CHS 26 comprises at least one cargo container 50
shown in the perspective view of FIG. 8, and also in FIGS. 9, 10,
and 11. Cargo container 50 translates upon the rollers 40 of CHS 26
and caster rollers 48 of the omni directional panel 36. The caster
roller 48 is further depicted in co-pending U.S. patent application
Ser. No. 09/908,159, filed on Jul. 18, 2001.
[0035] With the general components of the cargo handling system 26
presented, a more detailed description of the CHS 26 and its method
of operation now follows. With reference to FIGS. 1-2, aft cargo
compartment 20 is representative of an aircraft cargo compartment
that is loaded by moving the cargo containers 50 from an outboard
area 52 through a cargo door opening 54 to an inboard area 56. When
a cargo container 50 is placed into inboard area 56, it is placed
onto the caster rollers 48 of the omni directional panel 36. While
the cargo containers 50 are generally loaded onto the omni
directional panel 36 in such a way as to reduce any repositioning,
the caster rollers 48 are capable of rotating 360 degrees about an
axis perpendicular to the cargo compartment floor 28, therefore the
cargo container 50 can be aligned with the guide rails 38 of the
CHS 26. The cargo container 50 of FIG. 8 is shown in FIGS. 9 and 10
with an associated guide rail 38 and rollers 40. Additionally, FIG.
12 shows an enlarged view of cross channel 34 showing guide rail
38, and rollers 40. As can be seen from FIGS. 9 and 10, cargo
container 50 includes a recess 58 which receives an upper, inwardly
projecting portion 38a of guide rail 38.
[0036] With the operative components of the CHS 26 initially
presented, a typical loading scenario depicting the interaction and
function of the CHS 26 components will now be explained. With
reference to FIG. 2, when cargo containers 50 move from an aircraft
outboard area 52 to an aircraft inboard area 56, they move in a
lateral direction. Once inboard, the cargo container 50 is located
upon the omni directional panel 36 and associated caster rollers
48. The portion of the container 50 is adjusted in order to orient
the cargo container 50 with the guide rails 38 mounted opposite the
cargo door 54.
[0037] With reference to FIG. 7, caster roller 48 includes a base
plate 60, rotational plate 62, and a plurality of bearings 64 that
rotate upon a bearing shaft 66. The rotational plate 62 rotates
about a plate shaft 68 to permit 360 degree rotation of the
rotational plate 62 relative to the base plate 60. Additionally,
once the cargo container 50 is inboard and aligned with the guide
rail 38 opposite the cargo door opening 54, the anti-rollout
restraint 46 (FIGS. 6 and 18) biases upward to prevent the cargo
container 50 from rolling out of the aircraft 10. With reference to
FIGS. 6 and 18, the anti-rollout restraint 46 is shown normally
biased upward but easily biases downward into recessed cavity 46a
to permit the unrestrained loading of the cargo container 50 into
the aircraft 10. The spring 46b biases the anti-rollout restraint
46 to a normally upright position as illustrated in FIG. 18.
[0038] As shown in FIGS. 9 and 10, the cargo container 50 includes
a recess 58 that accepts the inwardly projecting portion 38a of
guide rail 38 of the CHS 26. With the cargo container 50 loaded and
aligned with the guide rail 38 opposite the cargo door 54, the
cargo container 50 is rolled deeper into and along the cargo
compartment 20. Upon passing the cargo door opening 54, the cargo
container 50 aligns with the guide rail 38 adjacent to the cargo
door opening 54. Continuing, with reference to FIGS. 2 and 3, the
cargo container 50 begins to translate on the rollers 40 in the
structural channels 32 and the rollers 40 in the cross channels 34.
The rollers 40 are crowned in the center as shown in FIG. 12 in
order to reduce the area of contact against the cargo container 50
and ease in the rolling process. When the cargo compartment 20 is
empty, the cargo container 50 moves to the end of the cargo
compartment 20 and abuts against a cargo stop 70 (FIG. 3). When the
cargo container 50 abuts cargo stop 70, a cargo lock 42 can be
positioned against the cargo container 50 to secure the cargo
container against the cargo stop 70. FIG. 5 shows a cargo lock 42
that pivots upwardly, as shown in FIGS. 15-17, to an engaged
position to prevent movement of the cargo container 50. The cargo
lock 42 includes a first arm 102 pivotally mounted about a pivot
member 104 provided in the recess 106. A second arm 108 is
pivotally connected to a second pivot member 110 provided in the
recess 106. a first torsion spring 112 biases the first arm 102 to
a normally horizontal position within the recess 106. A second
torsion spring 114 biases the second arm 108 toward a vertical
position. The first arm 102 is generally U-shaped with each leg 116
of the U-shaped arm 102 being pivotally mounted to the pivot member
104. Each leg 116 includes a recessed area 118 which are each
engaged by a prong 120 of a fork-shaped end 122 of the second arm
108.
[0039] With reference to FIGS. 15-17, the operation of the cargo
latch 42 will now be described. Initially, as shown in FIG. 15, the
cargo latch 42 is in a stored horizontal position. The first arm
102 is then pivoted upward (in a counterclockwise direction as
illustrated in the figures). As the first arm 102 is pivoted
upward, the spring 114 biases the second arm 108 in an upward
direction. Each prong 120 of the fork-shaped end 122 of the second
arm 108 abuts against the recess 118 provided on each leg 116 of
the U-shaped arm member 102. As the first arm 102 is pivoted
backward far enough so that the recess portion 118 aligns with the
shoulder portion 124 of the fork-shaped end 122, the second arm 108
is allowed to pivot upward to the position illustrated in FIG. 17.
At this position, the spring 114 biases the second arm 108 in a
counterclockwise direction while the spring 112 biases the first
arm 102 in a clockwise direction, thus locking the first arm 102
and second arm 108 in the upright vertical positions illustrated in
FIG. 17.
[0040] In order to retract the cargo latch 42, the second arm 108
is pushed downward in order to allow the recess portion 118 to
overcome the shoulder portion 124 on the fork-shaped end 122 of the
second arm 108 such that the spring then biases the first arm 102
toward the horizontal position as illustrated in FIG. 15. The cargo
container 50 is able to roll over a cargo lock 42 when the cargo
lock 42 is in a disengaged position. FIG. 5 shows a cargo lock 42
in the omni directional panel 36, while FIG. 3 and FIG. 11 show
cargo locks 42a and 42b positioned along the structural channels 32
in order to secure each successive cargo container within the CHS
26.
[0041] With reference to FIGS. 9 and 10, as the cargo container 50
is rolled along the CHS 26, the guide rail 38 is secured within the
cargo container 50 recess 58. This recess 58 and guide rail 38
combination secures the cargo container 50 in vertical and lateral
directions during flight and also secures the cargo container 50
during loading and ensures uniform cargo container 50 alignment
within the cargo compartment. After the first cargo container is
loaded and secured with a cargo lock 42, a second, third, etc.
cargo container may be loaded and secured with the cargo locks 42
until the cargo compartment is full. FIG. 13 illustrates a fully
loaded compartment 72 with letters A-I representing successively
loaded cargo containers.
[0042] When the last cargo containers B and A are loaded into the
cargo compartment 20, cargo locks 42 in the omni directional panel
36 are employed. Recalling that cargo locks 42 in the structural
channels 32 and omni directional panel 36 prevent movement of the
cargo containers 50 in the forward and aft directions, while the
guide rails 38 prevent movement in the vertical and lateral
directions, the side latches 44 (FIG. 6) of the omni directional
panel 36 are used to secure the cargo containers 50 in a vertical
direction during flight. Therefore, the side latches 44 are also
employed upon completely loading the cargo compartment 20.
[0043] With reference to FIGS. 19-21, the side latch 44 includes a
latch plate 130 pivotally mounted about a first pivot member 132.
The latch plate 130 is mounted to the pivot member 132 at a first
end thereof and includes a detent portion 134 at the first end. The
latch plate 130 includes a second end 136 having a hook-shaped end
portion which extends generally perpendicular to the latch plate
130. A spring 140 is provided for biasing the latch plate 130
toward a horizontal position as shown in FIG. 20. A locking lever
142 is pivotally mounted to a second pivot member 144. A second
spring member 146 biases the locking member 142 to rotate in a
counterclockwise direction as illustrated in the figures. The latch
plate 130 can be pivoted from its horizontal position as shown in
FIG. 20 to an upright vertical position (as shown in FIG. 21)
against the biasing force of the spring 140. As the detent 134
becomes aligned with the locking lever 142, the locking lever 142
pivots upward by the biasing force of the spring 146 to a locking
position in order to lock the latch plate 130 in the horizontal
position. A release flange 150 is fixably attached to the locking
lever 142 and can be pushed downward, as illustrated in phantom in
FIG. 21, in order to disengage the locking lever 142 from the
detent 134 such that the latch plate 130 is allowed to move to its
horizontal position under the bias of spring 140. Thus, the side
latch 44 can be operated between the stored position, as shown in
FIG. 20, and the latching position, as shown in FIG. 21.
[0044] The above-described CHS is manual, however, optional power
drive units (PDU) may be employed to eliminate the necessity of a
person from having to board the aircraft 10 and move the cargo
containers 50 along the CHS 26. With reference to FIG. 4, an
optional PDU 74 and associated power roller 76 is available for
mounting within representative power cavity 78 of the cargo
compartment floor 28. FIG. 3 shows additional power cavities 78
along the CHS 26 between the structural channels 32. With reference
to FIG. 13, PDUs are employed to apply a force against the cargo
containers to secure them against the cargo stop 70 (in the case of
cargo container 1), or an adjacent cargo container C-H. Cargo
containers A and B are moved manually due to their location
relative to the cargo door 54.
[0045] The description of the invention is merely exemplary in
nature and, thus, variations that do not depart from the gist of
the invention are intended to be within the scope of the invention.
Such variations are not to be regarded as a departure from the
spirit and scope of the invention.
* * * * *